Compensating driving-gear.



No. 683,323. Patented Sept. 24,' 190|.

A. E. OSBORN.

CDMPENSATI'NG DRIVING GEAR.

gApplicaton filed Mar. 25, 1901.) (No Model.) 4 Sheets-Sheet l.

m N -m w WITNESSES No. 683,323. Patented Sept. 24, I90l. A. E. OSBORN.COMPENSATING DRIVING GEB.

(Application med mar. 25,'1901.) (No Ildel.) 4 Sheets-Sheet 2.

\ Patented Sep`t. 24, I9Dl. A. E. QSBOHN. COMPENSATING DRIVING GEAR.

4Sheets-Sheet 3.

(Application led Har. 2,.1901.)

(N0 Model.)

' wim/5855s.

Arrow/H No. 683,323. Patented Sept. 24,190l.

A. E. OSBORN. Y COMPENSATING DRIVING GEAR;

(Application med Mar. 2e, 1901..)

4 Sheets-Sheet 4.

(No Model.)

w T N E V m W/TNESSES A TTOHNEYS ver noem verras eojgncmunLwAemmemn n cUNITED STATES PATENT OFFICE.

ALDEN E. osEoRN, or NEW YORK, N. Y.

COMPENSATING DRIVING-ema.

SPECIFICATION ifomlilig part df Letters Patent no. 683,323, datedseptember 24, 190i.

Application led March 25, 1901. Serial No. 52,718. (No model.)

To all whom it may concerni- Be itknown that I, ALDEN E. OSBORN, a citi`zen of the United States, and a resident of the city of New York,borough of the Bronx, in the county and State of New York, have inventeda new and Improved Comp'ensating Driving-Gear, of which the following isa full, clear, and exact description.

This invention relates to a drivinggear fory a compensating gearconnected with and driving the first-named road-wheel. The disadvantageof the Riker construction is that one of the road-wheels is carriedprincipally on the shaft which turns in the axle, such shaft bearing themajor portion of the strain of the wheel, which itself has only a veryslight bearing on the tubular axle. This places an undue strain on therotating shaft and precludes the possibility of an even and effectiveaction of the parts. My invention seeks to overcome this disadvantage,which end I at-` tain by mounting both of ithe wheels wholly.'

upon the hollow axle, so that said axle bears absolutely the entirestrain of the wheels, and by effecting between one of the wheels and theshaft which is within the hollow axle a connection merely suliicient totransmit movement from the shaft to the wheel,or vice versa. Thisspecification is a description of several forms of my invention, whilethe claims are definitions ofthe actual scope thereof.

l Reference is to be had to the accompanying drawings forming a part ofthis specification, in which similar characters of reference indicatecorrespondin g parts in all the views.

Figure 1 is a fragmentary sectional view of one form of my invention.Fig. 2 is a sectional view of essentiallythe same arrangement, exceptthat the gearing is of the'spurand-pinion sort instead of themiter-gearing shown in Fig. 1; Fig. 2a is a section on the line 2 2a ofFig. f3. Fig. 3 is a sectional view of a third form of the invention.Fig. 4 is a 55 sectional view of a form practically that of Fig. 3,excepting that spur-and-pinion gearing is employed. Fig. 5 is asectional View of a further modification. Fig. 6 is asectional view ofthe same form, except that spur-and- 6o pinion gears are utilized. Fig.7 is a sectional view showing a further modification. Fig. S

is a sectional view showing the same gear as that shown in Fig. 7,except that spurs and pinions are employed. Fig. 9 is a sectional 65view of a further modification. Fig. lO is a sectional view of aspur-gear modification of Fig. 9, and Fig. 11 is a sectional View of afurther spur-gear modification.

Referring to Fig. 1, @indicates a tubular 7o driving-axle, and a' thegear for imparting movement thereto. b indicates the shaft, which maybeeither solid or hollow and which is fitted loosely within the tubular orhollow axle` a. c c indicate the bearings whereby the axle a. is mountedon the Vehicle. d indicates one of the traction-wheels, and e the othertraction wheel, these wheels being mounted loosely and whollyon thetubular axle ct. This wheel e has an extension e of 8o its hub, which iskeyed to the adjacent end of the shaft b, which end is projected beyondthe tubular axle. Outside of the wheel d and fastened rigidly to the hubthereof is a mitergear f, in mesh with a miter-pinion g, carried on apin h, which in turn is held in the tubular axle a and in a sort of cageh', fastened rigidly thereto and turning therewith. i indicates amiter-gear which is fastened to the adjacent end of the shaft b andwhich meshes 9o with the pinion g on the side opposite the side at whichthe gear f is located. The gears f, g, and t' are covered by a suitablecase 7c, which is carried by and turns freely with the wheel d. Now withreference to a gear of this sort it will be observed that the hollowaxle a is passed uninterruptedly through the hubs of both wheels, sothat said wheels are mounted wholly upon the tubular axle, and such partbears the entire strain of these roo wheels. The connection e betweenthe wheel e and the shaft b is a connection which bears simply theturning strain of the shaft and carries in no way the weight of thevehicle.

The tubular axle being extended through the hub of the wheel d andprojected beyond the same enables the compensatinggears f, g, and 'L' toperform their functions without in anyway necessitating the shaft bbearing any of the strain of the weight of the vehicle. Driving movementbeing imparted to the element a', the gear g is caused to turn bodilywith the axle, and this gear, being in mesh with the gears f and i,transmits a like movement to such parts, driving, in turn, the wheel dand the wheel e. This driving movement allows, as will be readilyunderstood by persons skilled in the art, independent movement of thetraction-wheels under the action of extraneous force.

Fig. 2 illustrates a modification of the invention in whichspur--and-pinion gears are employed. d indicates the wheel-h ub, whichis loosely mounted on the tubular axle a. f

indicates an internal spur-gear which is fast on the'hub d. t' indicatesan'internal spurgear which is fast on the shaft b through the medium ofa web t2. cage or carrier which is fastened rigidly to the tubular axleot and which carries two pins h3. On these pins are mounted pinions g',which are one for each pin and which have broad toothed faces meshed,respectively, with the gears f and t" and interrneshed together. (SeeFig. 2a.) The pinions g are loosely mounted on their respective shafts.

Comparisons of Figs. l and 2 will show that the principles of operationof the two forms are essentially the same. In Fig. 2 I have shown a hubadapted to carry wire spokes, and in Fig. 1 I have shown a hub withwooden spokes. Both wooden and metallic hubs may be employed, their formbeing inessential. In both instances the shaft I) extends entirelythrough and beyond the compensating gear, it being covered, of course,by a case 7c', corresponding to the case IainV F-ig. l.

In Fig. 3,1 have shown, a form of my invention inwhich the gear fordriving the hubof the wheel adjacent to the compensating mechanism isoutside ofthel other parts, as contradistinguished from on theinsidethereof, as in Figs. land 2.

In Fig. 3, (i2-indicates the wheel-hub, which is loose on the hollowaxle a, and fgindicatesv the beveledlgeaiglwhich is fastened to a webd3, forming part of the hub (Z2. h3 indicates a cage or holder which isfastened rigidly to the exterior of, the hollow axle a and turnstherewith. g2. is a pinion carried by the holder or cage h3, and 2 is agear which is fastened to the shaft b. The gearrl2 is located on theinner side of the gear g2, and the gear f2 on the outer side. The hubdihas an enlarged portion which loosely incloses the part h3 and thegears 2, g2, and f2. Movement of the axle a dri-ves the holder 71.3 andcarries the gear g2around the axisof the axle.v This gear, meshing withthe gears 2 andfg, turns the hub d2 and the shaft b, through the mediumof which the hub of the other wheel is also turned.

Fig. 4 shows, essentially, the arrangement shown in Fig. 3, exceptingthat spur-andpinion gears are employed. d4 indicates the hub, which ismounted loosely on the hollow axle d. f3 is a spur` gear which isfastened i principle explained with respect to the con- 71? indicates asuitable struction shown in Figs. 2 and 2a.

In Figs. l, 2, 3, and 4 the pinions g, g', g2, and g3 are carried inholders or cages which 'are formed separate from but rigidly fastened tothe hollow axle.

In Fig. 5 I have shown a construction in which the hollow axle a isprovided with an enlargement 71.4, integral therewith. On thisenlargement the hub d4 of the wheel is loosely l mounted, the hub beingcarried wholly by the enlargement h4, and this enlargement containing acage or holder h5 for the bevel-pinlion gf, these parts turning with thehollow axle a, as before explained. f4 indicates a gear which isfastened to the hub d4, and if indicates a gear which is fastened to theshaft b. As shown in Fig. 5, the shaftb'has an enlarged hearing portionbf, which is housed iny a box h5, forming part of t-he enlargement 7L@of the axle a.

Fig. 6 shows the arrangement shown inf fFig. 5, with modifications topermit the usel of spur-gearing.

h indicates the integral enlargement of the axle er, which enlargementserves in place of the gear-holders h', h2, h3, and h4, previouslydescribed. d5 indicates the hub of the wheel, which is mountedI looselyon this enlargement h" of the axle a. f5 indicates the spur-gear whichis fastened to the hub d5, and i5 indicates the spur-gear which isfastened to the shaft b. g5 indicates one of the two pinions which arecarried inthe enlargement Wand meshed, respectively, with the gears f5and t5, according to the ipri-nciple illustrated in Fig. 2,

Fig. 7 shows a form of my invention in which the compensating gear islocated inward from the adjacent traction-wheel. In the forms of myinvention previously described the compensating gear is located withinor outward from the adjacent tractionwheel..

Iii-Fig. 7, @indicates the tubu-laraxle, and fr indicates the shafttherein, connected to the other wheel-hub. The wheel-hub df is carriedlooselyon an extension all of the tubular axle, and this extension isjoined rigidly to the axle, so as to turn therewith as an integral partthereof, through the medium of an enlargement als. This enlargement alsforms a cavity which contains the pinion-holder 71.8, carrying thebeveled pinion g, which meshes with a bevel-spur G on the shaft b and abevel-spur f6, carried on a spindle a3, which turns loosely Within theextension cl2 of the axle a and which is keyed to the hub d6. Inconnection with this form of the invention it will be observed that thepart-s a, n.12 cl3 turn continuously as an integral structure, carryingwith them the gear g, and that this gear meshes with the gears f6 and'i6 and turns the parts a3 and b, the former driving the hub d6 and thelatter driving the hub of the other traction-Wheel. (Not shown in Fig.7.)

Fig. 8 shows the same structure as in Fig. 7, except that spur-gears areused. (Z7 indicates the wheelhub,and a4 indicates the spindle which isconnected therewith. The wheelhub turns freely around an extension a5 ofthe axle a, through which extension the spindle a4 passes. a6 indicatesan enlargement on the shaft b, which forms a casing wherein are locatedthe pinion-gears f7 and t7 and the spur-gears gl. k2 indicates a casewhich fits over the parts to protect them from dust.

In Fig. 9 I have shown a slight modification of the construction in Fig.7, in which the Wheel-hub d8 turns directly on an extension 0,7 of theaxle a. This extension is fastened rigidly in an enlargement as of theaxle. The extension as carries the beveled pinion g8,and this mesheswith a bevel-gear f 8, attached directly to the hub d8, and also with aybevelgear is on the shaft b. lcsindicates a suitable dust-case, whichincloses the mobile parts of the gear elements. In Fig. 9, c indicatesthe bearing by which the tubular axle a. is mounted on the framing ofthe vehicle. In this form of the invention it will be observed that thecase 7c3 is carried by the stationary part of the frame of the vehicleand that the bearing c is directly adjacent to the enlargement cs of theaxle a.

Fig. l0 illustrates, essentially, the same structure as that shown inFig. 9, except that spur-gears are employed. a indicates the enlargementon the axle a, and to this enlargement a9 is rigidly fastened anextension d10 of the axle, Whereon is mounted to turn freely thewheel-hub di. t9 indicates an internal spur-gear which is carried faston the shaft b. ff indicates an internal spur-gear which is carried fastwithin an enlargement of the hub di. Carried in a cage or holder k7,forming part of the extension al@ of the tubular axle c, are twopinion-gears gg, respectively meshed With the gears f and t9 andintermeshed with each other, so as to act according to the pincipledelineated in Fig. 2a. The parts a, 51717, and am turn continuouslytogethcr, thus driving the hub d of the shaft ZJ and allowing forcompensating movement thereof. 7a4 indicates the gear-case, and this iscarried by the bearing c2 of the stationary frame of the vehicle, as inFig. 9. In Fig. lO the gear t9 is connected with the shaft b through themedium of a web b2, lying snugly against the outside of the verticalwall of the enlargement a9 of the axle a, so that the gear i9 may be ofinternal form.

Fig. ll shows the construction illustrated in Fig. lO, with theexception that in Fig. 1l external spur-gears are employed. au indicatesan extension of the tubular axle a, Which exten-sion is fastened rigidlyto the tubular axle and forms practicallya part thereof. d10 indicatesthe wheel-hub, which is mounted on the extension au. f 10 indicates aspur-gear which is fast on the wheel-hub or a part thereof. 10 indicatesa spur-gear which is fast on the shaft b, the extension all of the axlea having a cavity t12 formed therein for the reception of the spur-gear10. hs indicates a cage or holder for the pinions gw, which are the sameas the pinions in Fig. 2 and Work according to the same principle.c5,indicates the gear-case, which `in this instance, as in the severalfigures previously described, is carried in bearings c5 of the frame ofthe vehicle. y

NOW from the above description it will be seen that i-n every form of myinvention the end of the tubular shaft adjacent to the compensating gearor a secure extension of said end passes through the hub of the adjacenttraction-wheel, so as to mount the same and to carry it wholly andindependently of the shaft which turns in the hollow axle. This placesthe entirelstrain of the Weight of the vehicle and the driving force ofthe motor upon the axle, which is continuous, or practically so, fromend to end and which allows the shaft Within the axle to turn freely anddoes not place thereon any load other than that which is incident to thecompensating action of the parts.

Having thus described my invention, I claim as new and desire to secureby Letters Patent-- l. A compensating driving-gear, comprising a tubularaxle, a shaft arranged to turn therein, a wheel-hub at one end of theaxle, through which hub said axle extends to mount the hub wholly on theaxle, a second wheel-hub at the other end of the axle and havingconnection with the said shaft, and compensating gear adjacent to therstnamed hub, for the purpose specified.

2. A compensating driving-gear, comprising a hollow axle, a shaftextended therethrough, Wheel-hubs through which the ends of the hollowaxle are extended, said hubs being mounted wholly on the axle andsupported entirely thereby, one of said wheelhubs having connection withthe shaft, and compensating gearing adjacent to the other wheehhub andconnected respectively therewith and with the said shaft.

3. The combination [of a hollow drivingaxle,a shaft extending looselytherethrough,a driving-Wheel mounted loosely on each end roo IIO

? 'esass of the aile and carried wholly lhereloy, one l shaft, and twoadditional gears intermeshed of said Wheels bei-ng fastened to the saidshaft', and a compensating geai1 located oubside of` the other Wheel andConnecting togethei the said Wheel, the axle and the shaft, for thepurpose specified.

l 4'. In a compensating gearing of lhe class set forth, the combinationwith the hollow axle, the shaft and the Wheel-hob, oa gear 1o fast tothe Wheel-hub, a gear fast to the together and respectively Ineshed withthe two first-mentioned gears.

In testimony whereof I have signed my name to this speeieation in thepresence of I5 two subscribing Witnesses.

ALDEN E. OSBORN.

Witnesses:

I. B. OWENS, l JNO. M. RITTER.

